Gas-engine.



Patented oct. lo, |899. A. LEE.

GAS ENGINE.

Application ied Apr. 25, 1598.

2 Sheets-Sheet i.

(No Model.)

ixyasses Ng'. 634,529. Patented oct. lo, |899.l

i K AK. LEE.

EAS ENGINE.

` (Application led Apr. 25, IBSSJ (No Model.) 2 Sheets-Sheet 2 e STATES?'GAS-ENGINE.

sPEclFIcA'rIoiv forming ypara or Letters raient 110.634,529, earedoctober 1o, 1399.1 Applicata; het 'aan 2,5, stain Nt. trarre. or@ man.)

To a/ZZ whom it may concern.: g

13e it known thatl, ALFRED LEE, a 'citizen of the UnitedStates,rresiding at' 9,00 High street, New Whatcom, State ofWashington,- have invented certain new and. useful: Iniprovements inGas-Engines, of whichV the following isa specification.

My invention relates to gas and similar en-l,

gines, and has for its object to provide a sim-` ple, compact, andeicient construction and.

arrangement of parts, whereby a'high speed: of movement may besecuredthe same being.

ofthe two-cycle rear-com pression type, wh'erein an explosion isproduced for each stroke of the piston. f I

A further object ofthe inventiongis to prox vide improved means wherebytheuproducts. of combustion may be thoroughly exhausted from thecombustion-chamber prior to the ad: mission of a new chargey of theexplosive agent, this exhaust of the products of cornbustion being.accomplishedf by admitting a scavenger charge of air under pressure atthe proper point inthe stroke of the piston, and,

furthermore, to provide a novel arrangement of supply and exhaustpassages, whereby the construction is simplified and thenumber of valvesreduced to the minimum.y o

A further objectief the invention is .to pro-, vide such meansforsupplying the combustion or explosionchamber with motive agent that aliquid fuelmay be employed, the same being vaporized in its passage tothe explosionf chamber and admitted thereto in a gaseous state. Y

Furthermore, my invention relates to. means in connection with kanigniter whereby the efiiciency of operation ofthe latter may-beascertained by the engineer.

Further objects and advantages of this in` vention Will appear in thefollowingdescription, and the novel features thereof-willv beVparticularly pointed /Qut in the v,appended claims.

In the drawings, Figure 1- is avertical central sectionalview of anenginel constructed in accorda With myinvention, the plane 'beingatright angles -to the ank-shaft. Fig. 2vis 'avertical axis of thesectional vieivof the, engine, taken parallel -With and in the plane" ofthe axis of the crankshaft. Fig. 3 isa horizontal section taken on i lplane indicatedrby the .liuesd 3 of Figsi 1l and 2, the piston beinginthe elevated posi- Ytion indicated in Fig. 2. Figa is ahorizon-,talLsection takeniln the plane indicated `by tical section on theplane; indicated by the "line 57,5 of Fig. 2.-A Fig.l 6 is a front viewof the igniter mechanism. f

f Similar reference characters'indicate correspojnding parts in all thefigures of the drawings. l Y Y Y I Thecasing of theengine embodying myinvention,consists,essentially, of a body portion 10, having an innercylinder 11,.`surrounded Vbyfa jacket 12, which is spaced from thecylinderl to form an intervening water-chamber, a' casing-head 13,fitted in the construction 'illustrated upon the upper endy Aofthebodyportion ofthe casing and having areduced I guidelll and a tubularcasing-head extension 15, bolted or otherwise secured to the casingvapor-chamber 16. In the base of the extension 1,5 and surrounding thebore vthereof is communicates an exhaust-pipe 18, the exhaust-,chamberbeing in communication with theYabove-mentioned guide lftiu thecasinghead. A,The casingis extended downward and itsv bore enlarged toform a crank-pit 19, fitted which are formed journal boxes or bearings21for the crank-shafts 22. The crank23, Which preferably consists ofparallel disks, is

Ling connected transversely by a Wrist-pin 24. Also in kthe side wallsof the crank-pit I have shown removable side plates25, which Velosethecore-openings designed to give access to the interior of the crank-pitWithout removing the heads 20, in which thecrank- 'shaft is mounted, andalso fitted in an opening in the bore of the crank-disk and forming thecenter of the base 26is a tapered 'block 27. an air-coin pressionchamber and also as alubricating-chamber, the compression of air thereinbeing accomplished by means of a ward .and from the crank-pit tocommunicate motion through a pitman 30 to the crank.

piston 28 of which theyhe'ad 2 9 fits snugly in Y thecylinder and isadapted -to reciprocate toylthe'linea 4 of Fig. V1. .Fig 5 is a detailverhead, theginterior of said extension forming la anannular,exhaust-Chambault?, with which With 4removable heads 20, in thecenters of arranged in the crank-pit,said crank-disks be I desire toutilize the crank-pit first as AICO During the upward or outward strokeof the piston air is admitted to the crank-pit through an air-supplyport 3l, controlled by an inletvalve 32, which is yieldingly held in itsseat by any suitable means, gravity in the present instance beingdepended upon for this purpose, the valve being arranged to operatevertically and to close in a downward direction. Obviously theapplication of pressure to the contents of the crank-pit during thedownward stroke of the piston serves to retain this inlet-valve seatedand prevent a reduction of pressure through the port 3l. Coreopenings 33in the sides of the casing are fitted with covering-plates 234, andcommunicating with the interior of the water-jacket are inlet and outletpipes 35 and 3G for the admission and exhaust of Water or other coolingagent to maintain the piston-cylinder at a suitable working temperature.The piston in addition to its head 20 is provided with a reducedextension or stem 37 of a diameter corresponding with that of theabove-mentioned guide 14 in the head of the cylinder, suitablecontractile packing-rings 38 being seated in said guide to surround thepiston extension or stem and prevent the exhaust of pressure through theguide. The upper end of the piston stem or extension is adapted tooperate in the vapor-chamber 1G, and to maintain a suitable uid-tightcontact with the walls thereof it is provided with packing-rings 39,explosive gas 'or vapor being admitted to the chamber G through a port40, preferably at its upper end, said port being fitted with aninlet-valve 4l, normally and yieldingly held seated by a spring 42,bearing at one end against an adjustable stop 423, threaded upon thestem of the valve and located exteriorly of the vapor-chamber. rlhisinlet-port is supplied by an ind notion-tube 44, having an open inletend adapted to receive atmospheric air and also having arranged thereina fuel-supply nozzle 45, which is ot less diameter than theinduction-tube to provide for the simultaneous admission of fuel and airinto said tube. Said supply-nozzle is in turn in communication with afuel-pumping mechanism 4G, of. which any desired construction may beemployed. In the drawings, however, I have illustrated a preferred formof pumping mechanism embodying aA pump-V cylinder 47, interiorly incommunication with a fuel-supply pipe 4S, (see Fig. 5,) a plunger 49operating in said pump-cylinder, and an operating-pin 50, connected byan arm 5l with the plunger and adapted to be repressed once for eachstroke ot' the cylinder-piston 28 by means ot a pressure-block 5l,carried by a ily or balance wheel 52, fixed to the crankshaft 22. Alsoin operative relation with the pump-plunger 49 is an actuating-spring53, whereby as the pressure-block 5l represses the operating-pin 50 thisactuating-spring is compressed, and upon the release of theoperating-pin 50 said spring advances the pumpplunger to discharge thecontentsof the pumpcylinder through the nozzle 45.

Inasmuch as the length of stroke of the pump-plunger regulates theamount of dis-.

gine, as, in the construction illustrated, to the adjacent journal-box2l of the crank-shaft. The extremity of this stop-sleeve is arranged inthe path oi' a shoulder 56 on the operatingpin, and by adjusting thesleeve a forward movement of the pump plunger may be checked at anydesired point. In practice I prefer to thread said stop-sleeve in theyoke 55 and fitted at its outer end with a wrenchseat 57, and also toreduce to the minimum the friction due to the contact of the block 5lwith the operating-pin I preferably construct said block as a rollercarried by a suitable spindle 58.

Vv'hile the above-described means for varying the supply of fuel to thevapor-chamber is suiiicient to obtain an approximate adaptation of powerto the load, it is also desirable to provide automatic means whereby anapproximately uniform speed of movement of the mechanism may bemaintained under variations of load during the operation of themechanism, and hence in practice I employ a governor for vvarying thepath of movement of the pressure-block 5l with relation to the extremityot the operating-pin 50. In the construction illustrated thisgovernorconsists of a lever 5S), having a terminal weight 00, which isyieldingly held in its norma-l position adjacent' to the axis of'movement of the crankshaft by means of a governor-spring 6l, of whichthe tension may be varied by means of adjusting-nuts G2, threaded upon astem G3. This governor-arm is fulcrumed at 64 upon the balance or flywheel 52, and in it is mounted the spindle 58 of the pressure-block 51,whereby as the speed of rotation of the iiywheel increases and theweighted end of the governor-lever recedes from the axis of movement bycentrifugal force the block 5l is withdrawn more or less from the planeof the eX- tremity of the operating-pin 50 to impart less movement tosaid pin, and hence less movement to the pump-plunger. In case oi asudden reduction of load the movement of' the governor-lever may be suchas to entirely withdraw the pressure-block from operative relation withthe operating-pin 50, and thus allow IOO IIO

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the engine-piston to make one or more strokes time partially or whollyvaporize said fuel is accomplished by the downward or inward movement ofthe piston extension in the vapor-chamber, the mixture of fuel andairbeing admitted to the vapor-chamber through the port 40'duringthemovement of the piston under the iniiuence of an explosion in thechamber G5, formed bythe portion of the interior of the cylinder betweenthe plane of the piston-head 29 and the casing-head 13. Also during thisdownward or inward stroke of the l piston the'air which has beeninductedvinto the compression chamber formed by the crank-pit throughthe inlet-port 3l is being compressed. As the piston-head approaches thelimit of its downwardorinward stroke it exposes or opens a series ofcylinder inletchannels 66, formedin the .wall of the cylin-v der, saidchannels being in communication at their lower ends with the crank-pit.Thus at the moment of opening the channels 66 the compressed air in thecrank-pit passes the piston-head and constitu tes a scavengerl charge ofair, which drives the products of combustion in the explosion-chamberthrough cylinder outlet-channels 67, which are formed in the pistonextension, and into the exhaustchamber 17, said channels 67, being soarranged in the piston extension as to occupy a position in the guidei4, and hence connect the upper end of the explosion-chamber with theexhaust-chamber at the moment that the cylinder inlet-channels 66 areexposed. The i capacity of the crank-pit and the compression of airtherein during the downward or inward stroke of the piston are such thatwhen the scavenger charge of air is liberated by the exposure of thecylinder inlet-channels 66 all of the products of combustion areexpelled into the exhaust-chamber,and the explosion-chamber, or theportion of the cylinder above the pis-A ton-head, contains only pure airadapted for immediate admixture with a charge of explosive agent, whichwhen the piston is at the limit of its downwardmovement is contained inthe vapor-chamber 16.

Formed in the piston extension is a longitudinal conveyer-chan nel 68,in communication at its upper end with the vapor-chamber 16 and providedat its lower end with lateral ports 69, controlled by aninwardly-opening valve 70, of which the stem '7l-extends through theconveyer-chan nel to a point near its upper end and is connected withY avalve-seating spring 7 2, designed to' normally cut off communicationbetween the vapor-chamber and the interior of the cylinder. Obviouslyduring the downward stroke of' the' piston the pressure of the contentsof the cylinder serves to maintain the valve 70in a seated position; butwhen after the liberation of the scavenger charge of air the pistonstarts upon its outward movement and progresses in that directionsufficiently to close the channels G6 and 67 the pressure applied by theupper endl of the piston extension to the contents of the vapor-chamberis sufficient to overcome the tension of the spring 72 and unseat thevalve to allow the mixture of gas'and air in Vsaid vapor-chamber to passthrough the conveyerchannel 68 and into the explosion-chamber ofthecylinder. `The path of the piston is such as to entirely dischargethe contents of the vapor-chamber into the cylinder, and at the properpoint in the outward movement of the piston an igniter is actuated toexplode the contents of the cylinder, and thus impart a succeedingdownward or inward movement cuit with a battery and a circuit-breakingtongue 76, pivotally mounted upon the terminal 73 and having a shoulder77 for normal contact with the extremity of the termiof a stud, pin, orother projection 7 S, carried 'nal 74:. This tongue is arranged in thepathA by the piston and head, and it is obvious that when saidprojection comes in contact with the tongue and lifts theshoulder oftheflatterfrom the terminal 74 a spark is produced which serves toignite the inflammable contents of the explosion-chamber and impart aninwardimpulse to the piston. YThe terminal 7 i is adjustable to vary theposition of the circuit-breaking tongue, and thus the point at which therprojection 78 will come in contact with said tongue, whereby thedesired compression of the contents of the explosionchamber may beeected prior to the explosion thereof. Furthermore, in order that theposition of the circuit-breaking tongue and the efciency of the sparkproduced at the moment of breaking the circuit may be viewed from theexterior of the engine I employ a peep-channel 79, in alinementapproximately with the extremity of the terminal 74 and having a valve80, whereby said channel may be closed.' Furthermore, to facilitate theremoval of the igniting mechanism from the engine-casing, wherebyrepression or adjustment thereof may be made without dismounting othermembers of the mechanism, I preferably seat the terminals with theconnected circuit-breaking tongue upon a plug 8l,wl1ich is removablyfitted, as by threads, in a suitable opening in the side wall of thecasing, the above-described peep-channel 79 with its controlling-val vebein garranged in said plug.

I preferably construct the piston in sections, of which the head and theextension form separate members connected by a coupling-plug 83. Ashereinbefore indicated, I desire to utilize the crank-pit as alubricatingchamber from which oil may be conveyed to the piston and tothe joint between said piston and the pitinan, and hence in the drawingsthe pitman is shown as constructed with an oilduct S3, having its lowerinlet end fitted with a tube 84, of which the inner end constitutes aseat fora valve S5, adapted to close during the IOO IIO

outward movement of the piston' and to open for the admission of oilduring the inward movement of the piston and When the lower extremity ofsaid tube Se is submerged in the oil at the bottom of' the crank-pit.rIhe pitman is preferably connected with the piston by a ball-and-socketjoint, of which the ball 8G is formed ou the extremity ofthe pitlnan,and the oil-duct S3 extends through the ball and communicates at itsupper end with a transverse oil-passage 87, formed in the piston andcommunicating terminally with an annular oil-channel S8, formed in thesurface of the piston. Furthermore, in order to reduce to the minimumthe friction due to the rotation of the crank-shaf t I preferably avoidthe use of stuiiing-boxes and in lieu thereof arrange annular gibs S9 inthe heads 2O of the crank-pit to bear at their inner edges against theexterior surfaces of the disks forming the crank, said gibs beingyieldingly held in operative relation with the crankcentered. betweenthe heads 2O of the crankpit, and thus prevent axial movement of thecrank shaft, which will tend to cause frictional Contact of thecrank-disks with said crank-pit heads.

The operation of the mechanism, including the induction of the fuelv inthe form of a spray to adapt it to be taken up byan iniiux of airthrough the feed-tube 44, Will be readily seen from the foregoingdescription, and it should be further understood that even if .thevaporization of the fuel is only partially accomplished by this influxof air the complete vaporization thereof Will ensue during the passageof the contents of the vapor-chamber through the conVeyer-channel 68 ofthe piston on its Way to the interior of the explosion-chamber by reasonof the fact that the piston is maintained at a vaporizing temperature bythe explosions in the chamber 65. Thus before the fuel can reach theexplosionchamber it is in a state of vapor and is intimately mixed withthe air With which it has been inducted and is ready for further mixturewith the atmospheric contents, consisting of the scavenger charge of airin the explosion-chamber.

Vhile I have described in detail various accessory means-such as an igniter, a pump, a speed-regulator, and a lubricating device, these beingthe preferred devices for securing an efficient operation of themechanism embodying my invention-it will be understood that I do notdesire to be limited to the construction of these parts, as it isobvious that others of like function may be substituted therefor withoutdetracting from the eiiiciency of the general organization of theengine, and, furthermore, it will be understood that various otherchanges in the form, proportion, and the minor details of constructionmay be resorted to Without departing from the spirit or sacrificing anyof the advantagesof the invention.

Having described my invention, What I claim is- 1. A gas-engine having acylinder', and a comm unicating air-compression chamber provided With avalve-controlled inlet-port, and a piston operating in the cylinder andhaving a stem, said cylinder being provided With piston-controlledinlet-passages in communication with the air-compression chamber, andalso having piston-controlled outlet-passages formed in said stem andadapted :for exposure vsiniiultaneously with the inlet-passages, incombination with means for admitting a motive agent to the cylindersubsequent to the opening of said inlet-passages, substantially asspecified.

2. A gas-engine having a cylinder and a y comm unicating crank-pitforming an air-compression chamber provided With a valved airind uctionport,a crank arranged in said crankpit, a piston arranged in thecylinder and connected with said crank, a stem for the piston, passedoutwardly of the cylinder inlet-channels in the Walls of the cylinder incommunication with the crank-pit and controlled by the piston, pistoncontrolled exhaust passages, formed in said stem and .means foradmitting a motive agent to the cylinder subsequent to the opening ofsaid inlet-passages,

substantially as specified. 3'. A gas-engine having a cylinder and apiston, a crank-pit having its contents exposed to the compressive forceof the piston and provided With a valved air-induction port, a crankarranged in the crank-pit and having its shaft extending throughopenings in the Walls of the crank-pit, means for communicating motionfrom the piston to the crank, piston-controlled cylinder inlet andoutlet passages, of which the former are in communication with theinterior of the crank-pit, and gibs for cutting off communicationbetween the interior of the crank-pit and the openings through Which thecrank-shaft extends, in combination with means for admitting a motiveagent to the cylinder subsequent to the opening of said inlet-passages,substantially as specified.

4f. Agas-engine havinga cylinderand a piston, a crank-pit having itscontents exposed to the compressive force of the piston and providedwith a Valved air-induction port, a crank arranged in the crank-pit andhaving its shaft extending through openings in the Walls of, thecrank-pit, means for communicating motion from the piston to the crank,piston-controlled cylinder inlet and outlet passages, of Whichthe-former are in communication with the interior of the crank-pit, andgibs mounted in the Walls of the crank-pit around said openings thereinand bearing against opposite sides of the crank to cut off IOO IIC

communication between the interior of the crank-pit and said openings,in combination with means for admitting a. motive' agent to the cylindersubsequent to the opening of said i inlet-passages, substantially asspecied.

5. vA gas-engine havinga cylinder anda piston, a crank-pit having it-scontents exposed to the compressive force of the piston and pro- -videdwith a valved air-induction port, a

nication with said oil-duct, and terminating controlled-cylinder inletand outlet passages,

of which the former are in communication with the interior ofthecrank-pit, and packing devices for cutting ofi' communication betweenthe interior of the crank-pit and the openings through which thecrank-shaft extends,'in combination With means for admitting a motiveagent to the cylinder subsequent to the opening of said inlet-passages,substantially as specied. A

6. A gas-engine having a cylinder and piston, the piston being providedwith anextension operating in a guide in the cylinderhead, anexhaust-chamber in communication with said guide and normally cutofffrom communication'with the cylinder by the piston extension, thepiston-controlled-cylinder outlet-channels for establishingcommunicationV between the cylinder and the exhaustchamber, and meansfor admitting a scavenger chargent air, under pressure, to the cylinderwhen said outlet-channels are'in communication with the cylinder andexhaustchamber, in combination with means for admitting a motive agentto the cylinder sub'- sequent to the closing of said outlet-channels,substantially as specied.

7. A gas-en gine having acylinder and piston, the piston'being providedwith an extension operating in a guide in the cylinderhead, anexhaust-chamber in communication with saidguide and normally cut offfrom communication vWith the cylinder by the piston extension,piston-controlled-cylinder outlet-,channels for` establishing communication between the cylinderand the'exhaust-chamber, andpiston-controlled means for admitting a scavenger chargeot air, underpressure, to the cylinder When said voutlet-channels are incommunication with thecylinder and exhaust-chamber, in combination withmeans for admitting a motive agent to the cylinder subsequent .to theclosing of said outlet-channels, substantially as specified.

8. A gas-engine having va cylinder and piston,the piston'being providedWith an extension operating in a guide inthe cylinderhead, an`exhaust-chamber in communication with said guide and normally cut odfrom communication with' the cylinder Aby 'the piston extension,cylinder Aoutlet channels formed in the piston extension for connectingthe interior of the cylinder with said exhaustchamber, and means foradmitting a scavenger charge of air, under pressure, to the cylinderwhen said outlet-channels are in communication 4with the cylinder -andexhaustchamber, in combination with means for admitting a motive agentto the cylinder subsequent to the vclosing ot said outlet-channels,

substantially as specified.

9. A gas-engine having a cylinder and piston, the latter being providedwith an extension, a vapor-receiving chamber in which ther pistonextension operates, and a valved conveyer-passage in the pistonextension for establishingcommunication between the vaporreceivingchamber and the cylinder, in combination with means for admitting motiveagent to' the vapor-receiving chamber, sub' stantially as specified.

10. A gas-engine having a cylinder andipston, the latter being providedWith an extension, a vapor-receiving chamber, a conveyerpassage in thepiston extensioncommunicating at one end With the vapor-receivingchamber and at the other .endwith the cylinder, and a pressure-actuatedvalve for controlling said conveyer-passage, in combination with meansfor admitting motive agent to the vapor-receiving chamber, substantiallyas specified.

11. A gas-en gine havinga cylinder and piston, the latter being providedwith an extension, a vapor-receiving chamber, a conveyerpassage in thepiston extension communicating at one end with the vapor-receivin gchamberand at the other end with the cylinder, and a pressure-actuatedspring-closed valve for controliing said conveyer-passage, incombination '-With means for admitting motive agent to thevapor-receiving' chamber, substantially as specified.

IOS

kIIC) 12. A gas-engine having a cylinder and pisy ton, the latter beingprovided with an extension, a vapor-receiving chamber in which thepiston extension operates, piston-controlled means for establishingcommunication between the vapor-receiving chamber and the cylinder, avalved induction-passage in communication with the vapor-receivingchamber, and means for admitting fuel tothe induction-passage,substantially as specified.

- 13. A gas-en gine having acylinder and'piston, the latter beingprovided with an extension, a vapor-receiving chamber in which thepiston extension operates, piston-controlled means for establishingcommunication between the vapor-receiving chamber and the cylinder, avalved air-induction passage in communication with the vapor receivingchamber, and means for admitting fuel to the induction-passage in tliepath ot air passing therethrough, substantially as specified.

14:. A gas-engine havinga cylinder and piston, the latter being providedwith an exten-V piston extension. operates, piston-controlled means forestablishing communication between the vapor-receiving chamber and thecylinder, a valved air-induction passage in communication with the vaporreceiving chamber, and means for admitting liquid fuel to theinduction-passage in the path of air passing therethrough, substantiallyas specitied.

l5. A gas-engine havinga cylinderand pission, a vapor-receiving chamberin which the piston extension operates, piston-controlled means forestablishing communication Vhetween th'e vapor-receiving chamber and thecylinder, a valved.air-induction passage in communication with the vaporreceiving chamber, and means for periodically admitting fuel to theinduction-passagerin the path chamber, and a Ypump for discharging fuelinto the induction-passage in therpath of airV passing therethrough,substantially as specitied.

17. A gasengine having a cylinder and piston, the latter being providedwith an extension, a vapor-receiving chamber in which the pistonextension operates, piston-controlled ymeans for establishingcommunication between the vapor-receiving chamber and the cylinder, avalved air-induction passage in communication with the vapor receivingchamber, and a pump for discharging fuel into the air-induction passagein lthe path of, and in the direction of movement of, air passingtherethrough, substantially as specified.

18. A gas-engine having a cylinder and piston, the latter being providedwith an extension, a vapor-receiving chamber in which the pistonextension operates, piston-controlled means for establishingcommunication between the vapor-receiving chamber and the cylinder, avalved air-induction passage in communication with the vapor receivingchamber, and a pump mechanism for spraying fuel intotheinduction-passage in the path of air passing therethrough, substantiallyas specified.

l0. A gas-engine having a cylinder and pismultaneously with the movementof the piston extension in receding from the communieatin g end of theinduction-passage, substantially as specified.

20. A gas-engine having a cylinder and piston, the latter being providedwithian extension, a vapor-receiving chamber in which the pistonextension operates, piston-controlled means for establishingcommunication between the vapor-receiving chamber and the cylinder,avalved air-induction passage in communication with the vapor receivingchamber, and governor controlled pump mechanism for discharging fuelinto the in- Y duction-passage in the path of air passing Y through thelatter, substantially as specified.

2l. A gas-engine having a cylinder and piston, the latter being providedwith an extension, a vapor-receiving chamber in which the pistonextensionV operates, piston-controlled means for establishing.communication between the vapor-receiving chamber and theV cylinder, avalved air-induetionfpassage .in communication with the vapor receivingchamber, and governor controlled pump mechanism having a nozzle arrangedin the inlet end of the induction-tube adjacent to an air-influxpassage, substantially as specilied.

- 22. Agas-engine having a cylinderand piston, the latter'being providedwith an extension, a vapor-receiving chamber in which the pistonextensionoperates, piston-controlled means for establishingAcommunication Vbetween the vapor-receiving chamber and the cylinder, avalvedV air-induction passage in communication .with lthe vaporreceivingchamber, and governor controlled pump mechanism having a nozzle arrangedin the inlet end of the induction-passage, and of less diameter lthansaid passage to form a surrounding air-inliux channel, substantially asspecified.

23. A gas-engine having an air-'chamber and a vapor-receiving chamber,and an intermediate combustion-chamber, a piston operatin gin thecombustion-chamber and adapted to compress the contents of theair-chamber during its forward movement When actuated by pressure in thecombustion-chamber, a stem for the piston entering the vapor-chamber andadapted to compress the vapor therein for a portion of its motion in anopposite direction, a vapor-chamber adapted to communicate at times withthe combustion-chamber and having means for admitting a vapor theretoand independent piston-controlled passages in the cylinder-Wall andpiston-stem for connecting said vapor and air chambers with thecombustion-chamber, substantially as specied.

24. A gas-engine having an air-compression chamber, acombustion-chamber, a vapor-receiving chamber and an exhaust-chamber, apiston operating in the combustion-chamber, piston-controlled passagesfor connecting the air compression and exhaust chambers with ICO IIO

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the combustion-chamber, and a further passage formed in the piston forestablishing communication between the vapor-chamber and thecombustion-chamber, substantially as speciiied.

25. Agas-enginehavingan ain-compression chamber, a combustion-chamber, avapor-receiving chamber and an exhaust-chamber, a

piston operating in the combustion-chamber,

independent piston-controlled passages for connecting the aircompression and exhaust Chambers ,with the combustion-chamber at thelimit of movement in one direction of the piston, and anothervalve-controlled passage formed in the piston for establishingcommunication between the vapor-chamber and the combustion-chamberduifing the movement of the piston in the opposite direction,substantially as specified.

26. A gas-engine havingY a combustionohamher, an air-compression chamberand a vapor-receiving chamber, a piston operating in thecombustion-chamba", air inlet and exhaust passages for respectivelyconnecting the air-compression chamber with the oombustion-ehamber andthe ombustionehamberwith an exhaust-port, said passages beingpiston-oontroiiecil and adapted to be opened s

